JP3073311B2 - Engine throttle valve controller - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle valve control device for an engine, and more particularly to a throttle valve control device for an engine configured to control a throttle valve opening according to an accelerator opening through a control device. .

[0002]

2. Description of the Related Art Heretofore, it has been known to perform control via a control device for controlling the opening of a throttle valve in accordance with an accelerator opening (hereinafter referred to as throttle valve control). Various proposals for implementing optimal control have been made. By the way, for throttle valve control,
A bypass valve that performs a control function for setting an idle speed, a dashpot that performs a function of relaxing and absorbing a sudden operation of an accelerator, an actuator that performs a vehicle speed control function such as auto cruise, and a second throttle that performs traction control Valve control means or the like is usually required, but the configuration including all of the above components is very large.

Therefore, for example, Japanese Patent Application Laid-Open No. 64-41625
As disclosed in Japanese Patent Application Laid-Open Publication No. H11-163, a first proposal has been made to perform throttle valve control according to the accelerator opening and to cope with the occurrence of an abnormality. According to this proposal, a throttle valve opening / closing shaft for opening / closing a throttle valve is provided. While transmitting the amount of rotation according to the accelerator opening, a motor output shaft is connected to this opening / closing shaft via an electromagnetic clutch, and the opening / closing of the throttle valve is controlled based on the rotation control of the motor under the control of the control device. While controlling the opening of the throttle valve, the output of the engine is sharply reduced when an abnormality such as a system failure occurs in the control state of the control device or in each control device.

Further, in the throttle valve control, in order to cope with a system failure of the electric control system, it is necessary to provide a structure in which the accelerator pedal and the throttle valve can be mechanically connected at the time of a failure. As described above, another proposal has been made in which a regulating means is provided so that the opening of the throttle is not controlled. However, in order to perform the idle speed control function based on the rotation control of the motor under the control of the control device, delicate control of the motor is required in a range close to the idle speed. In the proposal, there is a problem that implementation is difficult or impossible because throttle valve control is performed via an electromagnetic clutch. Further, according to the second proposal, since control in the opening direction cannot be performed, there is a problem that, for example, only control in the closing direction can be performed during traction control, and the function is reduced by half.

Accordingly, a first urging force which is interlocked with the accelerator and urges the accelerator in the returning direction is obtained,
A first member having a restricting portion, and a second member arranged in conjunction with the throttle valve and arranged to follow the restricting portion.
Driven by a member and a motor connected to the control device,
A third member that regulates the second member from the opening side of the throttle valve; and a second urging force that causes the second member to follow the third member.
The applicant of the present application has proposed a configuration in which the first throttle valve opening is set while maintaining a predetermined interval between the members, and the second throttle valve opening is set in accordance with the accelerator opening during off-idling. The point has been resolved.

[0006] According to the proposal, during idling, the first member is kept at a predetermined distance between the first member and the second member.
The throttle valve opening is set so as to be able to cope with a load change that occurs when an air conditioner, a power steering device, or the like is used at an idle time.

[0007]

However, the accelerator operation is performed to shift to the off-idle state from the setting state based on the first throttle valve opening degree at the time of idling, and the second throttle valve corresponding to the accelerator opening degree is set. When the air conditioner, the power steering device, and the like are in the operating state when shifting to the state of setting the opening degree, the first throttle valve opening degree during idling is larger than the second throttle valve opening degree during off idling. May be larger than

In this case, when the operation shifts to the setting of the second throttle valve opening at the time of off-idling according to the operation of opening the accelerator, a reverse rotation phenomenon in which the throttle valve opening is rather reduced contrary to the operation of opening the accelerator. As a result, it has been found that the drivability, such as a jerky feeling immediately after the vehicle starts to be felt, is deteriorated. On the other hand, even in a case where a state in which the first throttle valve opening is set to a relatively large value at the time of idling is maintained for a long time as in the case of a warm-up operation in winter, the off-idling at the time of off idling is performed according to the operation of opening the accelerator. It has been found that when the operation shifts to the setting of 2 throttle valve opening, a reverse rotation phenomenon in which the throttle valve opening is rather reduced contrary to the operation of opening the accelerator and drivability deteriorates.

Therefore, the throttle valve control device for an engine of the present invention has been made in view of the above-mentioned problems, and its purpose is to simplify the configuration of the entire device and to reduce system failure. It is an object of the present invention to provide a throttle valve control device for an engine which is capable of responding and appropriately performing throttle valve opening / closing control according to an idle / off idling operation state of the engine so that drivability is not deteriorated.

[0010]

Means for Solving the Problems and

In order to solve the above-mentioned problems and achieve the object, the present invention has the following arrangement. That is, a first member having a regulating portion, which is interlocked with the accelerator and urges the accelerator in the return direction, and a second member which is interlocked with the throttle valve and follows the regulating portion, An engine which is driven by a motor connected to the control device and includes a third member that regulates the second member from the opening side of the throttle valve and a second urging force that causes the second member to follow the third member. A throttle valve control device, comprising:
First control means for setting the first throttle valve opening while maintaining a predetermined interval between the member and the second member;
Second control means for setting the second throttle valve opening in accordance with the accelerator opening, and comparing means for comparing the first throttle valve opening and the second throttle valve opening immediately before shifting from idling to off-idling. And the second
When it is determined that the first throttle valve opening is larger than the throttle valve opening, the state is set by the first control means, and a situation occurs in which the engine speed decreases when shifting from idle to off-idle. Works to prevent a decrease in drivability.

Preferably, when shifting from the idle state to the off-idle state, the first control means operates until the second throttle valve opening becomes larger than the first throttle valve opening before the shift to the off-idle. By maintaining the set state, it is possible to prevent the occurrence of a situation in which the engine speed decreases when shifting from the idle state to the off-idle state, thereby preventing the drivability from lowering.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. First, FIG. 1 is a model diagram of a throttle valve control device for an engine, which is all shown in a plan view, and all portions described below such as a vertical direction are directions based on this diagram, They do not always match. FIG. 1 is a proposal of the present applicant.

In FIG. 1, an accelerator pedal 1 is provided so as to transmit an operating force to a first member 3 via a link mechanism or the like, and the first member 3 is provided so as to be movable in the vertical direction in the figure. . An accelerator idle switch 2 is provided in the middle of the link mechanism connected to the accelerator pedal 1, and detection of the switch enables detection of an idle state in which the accelerator is not operated. The first member 3 has a return spring 4 stretched between the vehicle body and constantly urges the first member in a direction in which the throttle valve 10 is closed, and an electric output signal corresponding to the opening of the accelerator pedal 1. In order to obtain the acceleration, a detection unit of the accelerator opening sensor 5 provided on the vehicle body side is provided.
The first member 3 is further provided with a fast idle thermostat 6 so as to achieve idle-up in cold weather or the like.

Next, the second member 7 opens and closes the throttle valve 10 in conjunction with the throttle valve 10 and moves upward in the figure to open the throttle valve 10 while moving downward. And the restricting portion 3 of the first member 3
The control in the idle state is performed while the space E is maintained as shown in the figure between the control member 7a and the regulating portion 7a of the second member 7. The movement of the second member 7 in the closing direction is regulated by an adjustable closing limiter 13, while the second member 7 and the third member 7 are moved by a rod spring 14 stretched between third members 15. The member 15 is brought into contact with the member 15 as shown. The opening of the throttle valve 10 can be detected by a throttle opening sensor 11 and the throttle switch 12 can be detected.
This enables motion detection.

On the other hand, the third member 15 is connected to a motor 8 connected to a control device to be described later. The third member 15 is vertically driven as shown in FIG. The opening and closing control of the throttle valve 10 is performed by moving the contacted second member 7 in the vertical direction. Further, the third member 15 is further provided with a motor spring 9 stretched between the vehicle bodies to urge the third member 15 to always move upward, and to drive the motor 8 at the time of a system failure or the like. Is forcibly stopped, the restricting portion 7a of the second member 7 in contact with the third member 15 is
a, the throttle valve 10 and the accelerator pedal 1 are mechanically connected to each other to prevent a situation in which the vehicle cannot be moved. This is called a limp mode. After that, the system can be operated to a repair shop, etc., and the system failure can be repaired.

FIG. 2 is a block diagram of FIG. 1 and shows a limp mode system at the time of a system failure. In this figure, the motor 8 is used at the time of a system failure or the like.
When the driving of the third member 15 is forcibly stopped, the third member 15 and the second
As a result, the “= mechanical drive system =” in which the member 7 and the first member 3 are in direct contact with each other as described above is formed between the accelerator pedal 1 and the throttle valve 10, so that the limp mode can be handled. .

Further, during normal operation, control can be performed by "= electronic control system =" formed between the accelerator pedal 1 and the throttle valve 10. To this end, the electronic control system is connected to the ECU 101 by the EGI control unit 102 and the backup circuit 105 in addition to the accelerator opening sensor 5, the throttle opening sensor 11, the accelerator idle switch 2, and the throttle fast switch 12 described above. The throttle valve 1 is connected via the third member 15.
The motor drive circuit 108 for opening and closing 0 is backed up. While the electronic control system having the above configuration controls the throttle valve opening in accordance with the accelerator opening during normal operation, when an abnormality occurs in each sensor, switch, motor, CPU, etc., the operation of the backup circuit 105 causes The motor drive is stopped and the mode can be shifted to the limp mode.

FIG. 3 shows an example of a circuit configuration of the motor drive circuit 108 connected to the ECU. The above-described throttle valve shifts from an idle state to an off-idle state. On the other hand, it is a circuit configuration for driving the motor in a large range up to a range of 90 degrees until the throttle valve is fully opened. In this figure, the ECU 101 described with reference to FIG.
6 and 117, while a 10-bit digital signal for driving the motor 8 in a predetermined manner can be transmitted to a digital / analog converter (D / A) 107 via a signal line 120. This D / A107
, Two types of divided resistors are connected via an operational amplifier 111.

For this purpose, for example, a resistor having a resistance value of 10 KΩ
The first resistors 112 and 113 are connected in series and grounded, while the second resistor 114 having a resistance value of 8 KΩ and the third resistor 115 having a resistance value of 2 KΩ are connected in series and grounded. . The first analog switch 118 and the second analog switch 11 are connected from the intermediate tap of the resistor connected in this manner.
9 is connected to the signal line. on the other hand,
A wire is connected to the first analog switch 118 from between the elements 116 and 117, and a wire is connected to the second analog switch 119 in the element 117. The output of each analog switch is connected to the signal line 110. The motor drive output, which is an opening / closing control signal of the throttle valve 10, is obtained.

In the above configuration, after the digital data, which is a control signal for opening and closing the throttle valve 10 from the ECU 101, is converted to an analog value via the D / A 107,
The signal is amplified by the operational amplifier 111 and enters two types of divided resistors to obtain two types of output voltages, large and small. This output voltage is input to each of the analog switches 118 and 119. When the idle control output sent via the signal line 106 is off, the first analog switch 118 is turned on and output as an off-idle signal. As the opening and closing control of the valve 10, the motor is driven in a large range up to a range of 90 degrees until the throttle valve is fully opened.

When the idle control output is on, the second analog switch 119 is turned on to output an idle signal, and the throttle valve 10 shifts from idle to off-idle, for example, in a range of 0 to 5 degrees. Drive. That is, when the digital data as the opening / closing control signal of the throttle valve 10 is set to 10 bits, 1 is set.
024, but the second analog switch 119
Is ON, the throttle valve 10 has a resolution of 1024.
Can be finely driven in the range of 0 to 5 degrees when the idle shifts from idle to off idle.

On the other hand, when the first analog switch 118 is turned on, the throttle valve 10 has a resolution of 1024.
Can be controlled in a range of 90 degrees until the throttle valve is fully opened. As a result, during normal driving,
The range of 90 degrees from the fully closed state to the maximum open state of the throttle valve 10 can be controlled in 1024 divided basic units, while the idle state shifts from idle to off idle from 0 to 5
The control can be performed in a finer basic unit in which the range around the degree is divided into 1024. For example, the engine idle control can be performed at a rotational speed within an error range around 20 RPM.

FIG. 4 is a control flow chart in an idle state of the engine, and shows a control example.
In this figure, the engine shifts to the idle mode after the engine is started, and in step S1, abnormality detection of each sensor, switches, motor and other electronic control systems is executed, and step S1 is executed.
If the failure determination is made in step 2 and there is a malfunction, a false detection, or the like, the process shifts to the fail mode in step S3 and the process of shifting is stopped. On the other hand, if there is no failure determination, the process proceeds to the next step S5, where the accelerator pedal 1
Is operated to determine whether or not the throttle switch 12 is turned on. If the throttle switch 12 is turned on, the process proceeds to step S6, and whether or not the external throttle control input input to the ECU 101 is greater than the previous throttle control output (>>) If it is determined that the value is larger, the process proceeds to step S8, while if the external throttle control input is smaller than the previous throttle control output, the process proceeds to step S7.

In this step S7, the previous throttle control output before the throttle switch is turned on is set as the throttle control output, and then the process proceeds to step S13. This throttle control output is stored as the throttle opening, and then the process proceeds to step S14. The latched state of the digital data to the advance D / A 107 is released, and the digital data based on the throttle opening stored in step S13 is latched.
Return (step S15).

On the other hand, if it is determined in step S5 that the throttle switch has not been turned on, the process proceeds to step S8, in which an external throttle control input for making the idle state optimal is performed by the ECU 101, and the control throttle opening is set. You. Thereafter, the process proceeds to step S9, where the calculation of the accelerator actual opening and the control throttle actual opening are executed. After that, the process proceeds to step S10, where the comparison between the accelerator actual opening and the control throttle actual opening is performed, and the accelerator actual opening is performed. If degree> control throttle actual opening degree, the process proceeds to step S12. In this step S12, the external throttle control input is set to the throttle control output, and the routine proceeds to step S13, where the above-mentioned storage is executed.

If it is determined in step S10 that the actual accelerator opening is smaller than the actual throttle opening, the program proceeds to step S10.
The program then proceeds to step 11 to multiply the value of the actual accelerator opening by 90% to eliminate the effect of the actual accelerator opening on the throttle opening, and then sets the throttle control output based on this result, proceeds to step S13, and proceeds to step S13. Execute S. Step S is repeatedly executed to prevent the occurrence of a reverse rotation phenomenon in which the throttle valve opening degree is rather reduced contrary to the operation of opening the accelerator, thereby preventing the drivability from deteriorating. .

Next, when the control flow in the running mode at the time of off-idling is performed based on the control flowchart of FIG. 5, the mode is shifted to the running mode after the engine is started. The abnormality detection of the control system is executed, a failure determination is made in step S22, and if there is a malfunction, a false detection, or the like, the process shifts to the fail mode in step S23 to stop the shift process. On the other hand, if there is no failure determination, the process proceeds to the next step S24, in which it is the first time (first time) that the accelerator pedal 1 is operated and the throttle switch 12 is turned on to enter the off-idle running state. When the determination is made, in the first case, the process proceeds to step S25, in which the ECU 101 sets the throttle opening to the throttle lower limit value, and then proceeds to step S26. If it is determined in step S24 that the throttle switch 12 has not been turned on for the first time, the process proceeds to step S24.
The routine proceeds to 26, where the external throttle control input is set to the control throttle opening.

Then, the process proceeds to a step S27, wherein the set control throttle opening is larger than the throttle lower limit value (>).
Or not) is determined, and if it is larger, step S
On the other hand, if it is smaller, the process proceeds to step S34. In this step S34, the throttle lower limit value is set to the throttle control output, and then the process proceeds to step S33. In step S33, the throttle control output is stored as the throttle opening, and the process proceeds to step S35 to set D / A
The latched state of the digital data to 107 is released, the digital data based on the throttle opening stored in step S33 is latched, and the process returns (step S36).

On the other hand, if it is determined in step S27 that the control throttle opening is larger than the throttle lower limit value, the process proceeds to step S28, and after the calculation of the accelerator actual opening and the control throttle actual opening is executed, step S30 is performed. Then, the accelerator actual opening and the control throttle actual opening are compared, and if the accelerator actual opening> the control throttle actual opening, the flow proceeds to step S32. In this step S32, the external throttle control input is set to the throttle control output, and the routine proceeds to step S33, where the above-mentioned storage is executed.

If it is determined in step S30 that the actual accelerator opening is smaller than the actual throttle opening of the control throttle, the routine proceeds to step S30.
The program proceeds to 31 to eliminate the effect of the actual accelerator opening on the throttle opening by multiplying the value of the actual accelerator opening by 90%, set the throttle control output based on this result, proceed to step S33, and execute the transition. I do. Transition and the above steps S are repeatedly executed to control the throttle valve opening in contrast to the operation of opening the accelerator.

As a result of the above control, it is possible to prevent the drivability from deteriorating during running at the time of off-idling.

[0032]

As described above, according to the present invention, the structure of the entire apparatus can be simplified, the system can cope with system failure, and the throttle valve opening / closing control according to the idle / off idling operation state of the engine can be appropriately performed. Thus, it is possible to provide an engine throttle valve control device that does not deteriorate drivability.

[Brief description of the drawings]

FIG. 1 is a model diagram of a throttle valve control device for an engine.

FIG. 2 is a block diagram of FIG. 1 and shows a limp mode system at the time of a system failure;

FIG. 3 is a circuit configuration example of a motor drive circuit 108 connected to an ECU.

FIG. 4 is a control flowchart in an idle state of the engine.

FIG. 5 is a control flowchart in an off-idle state of the engine.

[Explanation of symbols]

 1 Accelerator pedal, 3 First member, 5 Accelerator opening sensor, 7 Second member, 8 Motor, 10 Throttle valve, 11 Throttle opening sensor, 101 ECU.

Continued on the front page (51) Int.Cl. ⁷ Identification code FI F02D 11/10 F02D 11/10 G Q 41/08 310 41/08 310 41/22 310 41/22 310M

Claims (2)

(57) [Claims] 1. A first member having a regulating portion which is interlocked with an accelerator to urge the accelerator in a returning direction and having a regulating portion, and a second member which is interlocked with a throttle valve and follows the regulating portion. A third member driven by a motor connected to a control device to regulate the second member from the opening side of the throttle valve, and a second biasing force for causing the second member to follow the third member. A throttle valve control device for an engine, comprising: a first control means for setting a first throttle valve opening while maintaining a predetermined distance between the first member and the second member during idling; Second control means for setting a second throttle valve opening in accordance with an accelerator opening; and the first throttle valve opening and the second throttle valve immediately before shifting from the idle state to the off-idle state. Comparing means for comparing the first throttle valve opening with the second throttle valve opening when the comparing means determines that the first throttle valve opening is larger than the second throttle valve opening.
An engine throttle valve control device, wherein the setting is made by control means. 2. When shifting from the idling time to the off-idling time, the first control means operates until the second throttle valve opening becomes larger than the first throttle valve opening before the shifting. The engine throttle valve control device according to claim 1, wherein the setting is held.